Train-signaling apparatus



(No Model.) 2 Sheets-Sheet 1.

0. F. WEST.

TRAIN SIGNALING APPARATUS.

No. 387,026. Patented July 31, 1888.

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(No Model.) 2 Sheets-Sheet 2.

' O. F. WEST.

TRAIN SIGNALING APPARATUS.

No. 887,026. Patented July 31, 1888.

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at i; after/W UNITE STATES PATENT OFFICE.

CHARLES F. \VEST, OF CONCORD, NEW HAMPSHIRE.

TRAlN-SIGNALlNG APPARATUS.

SPECIFICATION forming part of Letters Patent No. 387,026, dated July 31, 1888.

Application filed February 20, 1888. Serial No. 264,584. (No model.)

To all whom, it may concern:

Be it known that I, CHARLES F. WEs'r, a citizen of the United States, residing at Con cord, in the county of Merrimac and State of New Hampshire, have invented certain new and useful Improvements in Train-Signaling Apparatus, of which the following is a specification.

This invention relates to appliances for operating or soundinga gongfrom a distance,and

is more especially applicable to railway-trains for operating the gong on the locomotive.

The object of the invention is to provide sure and reliable meanswithout recourse to theordinary bell-cord, which must passthrough the several cars, or to electricityfor signaling the engineer.

The invention consists in the combined use of steam and compressed air, or air alone, with suitable mechanism for accomplishing the desired result, all of which will be clearly described in the followingspecification, and fully illustrated in the accompanying drawings, forming an inseparablepart thereof, of which Figure 1 represents an ordinary locomotivegong, mounted upon a suitable bed-plate, to which my improved steam and compressedair signaling mechanism is secured. Fig. 2 is a broken side elevation of the same. Fig. 3 shows a portion of a locomotive, its tendeiyand one end of a car to which my improved signaling apparatus is applied.

Similar letters indicate corresponding parts throughout the various views.

A bed-plate, A, is provided, which is preferably long enough to accommodate a gong, Y, with its ordinary striker, as w ell as my improved apparatus for operating'said striker. This may be located wherever desired in the locomotive cab, a convenient locality being that shown in Fig. 3i. e., on the runninghoard, just forward of the engineers seat. It may be set in a vertical position and secured to the side of the cab WV, or otherwise.

A cylinder, B, is secured upon and parallel with the bed-plnte,at or near one end,to which is fitted a piston, O,'provided with a pistonrod, 0. A valve chamber, D, is secured to the lower or outer end of this cylinder, at right angles, and provided with plugs d d, threaded or otherwise secured in its ends. The interior of the valve-chamber is preferably cylindrical, and a to fit the same.

Steam-ports d d are formed in the said valve-chamber D, the former ad mitting steam from the supply-pipe F, which may connect, at some convenient point, with the boilerX to said valve-chamber by means of an annular groove, e, in the said piston-valve E, and the latter admitting said steam thence to the cylinder B and its piston C.

An exhaustport, d", and passage for leakage d are located at opposite ends of the said valve chamber D, and connect, respectively, with the pipes G G, terminating in a T-conp ling, 9, upon the exhaust-pipe H. The valve stem E passes through the plug (1, and enters an air-chamber, I, which may be secured to the steam-valve chamber D, as shown in Fig. 2, and is operated upon by a diaphragm, J, which is forced against the end of said valvestem by compressed air entering said chamber Iat i, by means of the pipe. K, which extends downward and is joined to a horizontal pipe, L, connected by flexible pipes M and suitable couplings N to a similar pipe, 0, hung u11derneath and extending to the rear end of the tender, as shown in Fig. 3.

Air-pipes P are provided underneath or at any desired location on the several cars of a train extending their entire length, and these are connected right through by means of flexible pipesp and suitable couplingsp, which apply to the pipe 0 on the engine-tender as well. The said air'chainber I has also one or more perforations, i, for admitting air back of the diaphragm J, and through which the same may be expelled by the action of the compressed air upon the opposite side of said diaphragm, as heretofore explained.

An exhaust-port, i must also be provided in said air-chamber I, which is alternately covered and opened by a valve, R, which in the drawings is shown to be a piston-valve having an annular groove, 1'. Vhen in its normal position, the said valve is retained, as shown in Fig. 2, by aid of a spring, r, which, at the proper time, is compressed sufficiently to carry the groove 7' of the said valve R in line with the said exhaust-ports i by the action of the steam-piston O on one end of a rocker-arm, S, fulcrumed at s to a suitable projection, 1), formed integral with or attached to the steampiston-valve, E, is turned cylinder B, the opposite end of said arm being adapted to movethe said valve R by means of the valve-stem R.

A spring, e, is placed in the valve-chamber D,expandi11g between the plug d and the piston-valve E, for returning the said valve, its stem E, and the diaphragm J to their normal position-in Fig. 2 these same parts being shown under pressure, the piston 0 just taking steam.

At any convenient point within a car, or just below the floor of a car, as shown in Fig. 3, the pipe P is tapped, and a valve,T, is connected, the pipes P leading directly to the air-reservoir of the air-brake system, and being continuously under pressure.

An operating-cord,'l",passes from the valvelever it through a car in convenient reach of a trainman or passenger, by pulling which air is admitted to the pipe I? and its connections, and finally reaches the air-chamber I, where it forces the diaphragm J, the valve-stem E, and

valve E into the positions shown in Fig. 2,

when steam is admitted to the piston O, and the gong is sounded, by reason of the pistonrod 0 operating the ordinary bell-crank Uand bell hammer V.

It is obvious that the piston C may be operated by compressed air in lieu of steam, by connecting its supplypipe with the compressed-air-storage reservoir attached to the locomotive, with equally as good results.

Having fully described my improvements, what I claim as new, and desire to secure by Letters Patent, is

1. In a gong-bell-sounding mechanism, a steam-actuated piston, a compressed-air actuated valve for controlling its steam supply, suitable pipes, and a valve or valves for conducting compressed air from a storage-reservoir located on the several cars of a train, substantially for the purpose set forth.

2. In an apparatus for ringing the signalgong in a locomotive-engine, a cylinder, and piston, having its piston-rod in direct connection with a bell-crank which operates the bellhammer,a valve for controlling the movement of said piston, and means for actuating said valve from the several cars ofa train,con1prising pipes having suitable couplings,as shown, and branch pipes connecting with the compressed-air reservoirs of the airbrake system, provided with valves, and operatingcords entering the several cars, all substantially for the purpose set forth.

3. The combination of a locomotive signalgong, a steam-actuated piston for ringing the same, a valve for admitting steam to said piston, and means, comprising air-condueting pipes with suitable couplings and valves, for actuating said valve E from theinterior of any of the several cars of a train by compressed air from the air-brake system, substantially in the manner and for the purpose set forth.

In testimony whereof I affix my signature in presence of two witnesses.

CHARLES F. \VEST.

\Vitnesses:

NATHANIEL E. hTARTIN, J. B. THURSTON. 

